Diaphragm reservoir and brake valve



A. B. KENDALL DIAPHRAGM RESERVOIR AND BRAKE VALVE Filed Feb: 7, 1921 a w e n it o n g El All, Q1347 J50 ltLtY'if-JQUID, ELLEN @155, ASSIGEME 73G REGAN EQAFIETYE" Dmtllllfil maritime-rat teasers-veterans straits var-vs.

Application. filed February 7, rem. Serial "1%. reacts.

2 a ac/1cm it may concern Be it known that l, ALLEN B. KENDALL, a citizen of United States, residing: at May-- wood, in the county of Cook and State'ot Illinois. have invented certain new "fol Improvements in Diaphragm Reservoirs and Brake Valves, of which the following is a specification, reference being had there in to the accompanying drawing.

This invention relates to improvements in a diaphragm eservoir and brake valve for use in connection with a train control system, the invention including a construction I so designed to he controlled. so that the electromagnet forming part. oi the train control system when energized permits the fiow of air from the main reservoir to the engineers hrake valve. while the air brake venting valve is closed to prevent the venting it the same and, the automatic applica- ,tion of the brakes, the invention comprehending a construction including a diaphragm control of the reservoir andhrake valve so that upon the deenergization of the electromagnet the diaphragm is actuated. for cutting oil the engineers brake valveirom the main reservoir and For venting the air brake system to the atmosphere.

A fm'ther object of this invention is the provision of a novel form of diaphragm controlling valve in which a vacuum is created upon the operation of thovalve in cutting or the engineers hrake valve from the main reservoir and in venting the air hrake system to hold the valve in such position, the construction including two valve memhers mounted. upon a single stem and controlled hy'two diaphragms, one of which is acted upon by the vacuum created.

In the accompanying drawings is illustrated aview partly in elevation and in section of the main working part of the valve, a portion only of the. electromagnet being illustrated. v

Referring to the drawings,- the numeral 1 designates the lower member the valve Which is provided with the lower section 2 which as will later appear, cooperates with the lower section 4 of the intermediate casing 3, the sections heiufz attached together. by means of the bolts 5 tor securing: the

diap'hragnn 21 in position. At the upper end of the casing 33 is also provided a reduced section of a diaphragm chamherwhich coo 'ierateswith the deluge 8 of the upper secand use tion '7, the upper end of said upper section beingclosed by the removable cap 9., which permits or the ready accessibility to the parts of the device.

The sections 2 and l'provide the dia phragm chamber 10 while the section 3 with its concentric guiding sleeve, 19 provides an intemncdiate chairiher 11, the flanges 6 and 8 providing; the u aper diaphragm chant her 12, while the mem er 7 provides the two superposed chambers or compartments l3 and 14, which are in communication with each other through the valve seated port 17. Air is led from the main. reservoir, not shown, through the T-coupling and the nipple it} into the chamber l tywhere under normal conditions with the parts in the posi tion as shown in the drawings, such air is admitted through the port 1'? into the main chamherlii and through the pipe 18 to the engineers brake valve (not shown). Mounted. in the guiding sleeve 19 is the valve stem 20, whose lower end is connected to the diaphragm 21', there being disposed above such diaphragm upon the reduced end oi said. stem, a dish 22 carrying the valve '23 for controlling: the annular port 24 at, the lower end. of the chaniher ll. llnrther car ried upon the stem is diaphragm 25 while upon the extreme upper end is the disk 26 provided. with disk valve 53? for controlling the valve, seated port 17, as will. presently appear. Air is led from the air brake system through the pipe 28 into the chamber 11 and normal]. I is prevented further egress therefrom. Vi men the valve is unseated air is permitted to flow into chamber 10 and from thence through the vent openings or ports 29 to the atmosphere, thus venting the air brake system and bringing the train to,

a halt.

In order to control the admission of air under pressure to the chamber 10 and consequently to control the position of the stem '20 with the various diaphragms and valves, there is provided an electromagnet 30, the stem 32 of which normally engages the cylindrical end 33 ofthe stem 33, which carries the lower valve 34 and the upper valve 35, the valve being seated normally and. the valve 35 being unseated when the electromagnet is energized. as illustrated. Air is led from the T-couplingr 15 through the pi e 36 andstrainer 37 into the duct or channe 38 to the chamber 39 through the chan- I nels 40, 41, and 42, into-the chamber 10. Thus the pressure exerted .will act upon the diaphragm 21 to hold the valves in the position as shown in the drawings, the valve 23 being closed and the valve 27 being open.

- chamber 10 will be vented through the channels 42 and 41, through the lower end of the channel 40 into the chamber 43 and to the atmosphere through the port 44-. This releases the pressurefrom below 1 the diaphragm 21. The valve 23 will be forced downwardly due to the pressure in the chamber 11 exerted upon the said valve 23. so that the air from the ipe 28 will enter the chamber 10 over tile upper side of the diaphragm 21 and will'be vented to the atmosphere through the ports 29, creating a vacuum in the chamber 12 with the result that the diaphragm 2 5 is drawn downwardly and thus assists in closing the port 17 and in opening the port 24, the valve members 27 and 23 controlling these ports being maintained in their corresponding positions by this action, the pressure medium flowing through the pipe 16 into the chamber 14 active on the disk 26 further assisting in holding the parts in this condition with the pipe 18 isolated from the pipe 16 and with the pipe 28 connected to the atmosphere.

The energization of the electrcmagnet causes the valves 34-and 35 to be again shitted, air being admitted to the under side of the diaphragm 21 into the chamber 10 forcing up the stem 20 and closing the valve 23, opening the valve 27, so the parts will assume their normal position as illustrated.

While I have shown my device in the-preferred form, it will be obvious that many changes and modifications may be made in the structure disclosed without departing from the spirit of the invention, defined in the following claims.

What I claim as new'is:

1. In a device of the class described, a main casing haying a plurality of superposed inter-communicating chambers, a diaphragm controlled valve stem mounted concentrically of all the chambers, two valves carried by said stem and forming a controlling means between certain of said. chambers, one of said valves beina normally open and the other normally closed, a diaphragm mounted upon the lower end of the stem and secured to the casing, and an electromagnetically controlled valve for effecting the introduction or escape of air relative to the diaphragm and for consequently eflecting the movement of the valves.

2. In a device-of the class described, a main casing having a plurality of superposed inter-communicating chambers, a diaphra m controlled valve stem mounted con-' centrically of all the chambers, two valves carried by said stem and forming a controlling means between certain of said "chain bers, one of said valves being normall open and the other normally closed, a diap ragm mounted upon the lower end of the-stem, and

electro-magnetically controlled valve for effecting the introduction or esca e of air.

intercommunication between saidchambers,

one valve normallvbeing open and the other normally being closed, a diaphragm connected to control the movement of? said valves, and electromagnetically operated means for controlling air pressure relatively-- to said diaphragm, the normally closed valve being arranged intermediate the diaphragm and the normally open valve.

4. A device of the character described, including a main casing having two pairs of chambers, said chambers being intercommunicating in pairs, two valves connected for movement in unison for controlling the intercommunication'between such chambers,

one valve normally being open and the other normally being closed, said casing being further provided with a diaphragm chamber and a diaphragm connected to said valve and mounted in said chamber, and electromagnetically operated means for controlling the induction and eduction of a pressure medium to such diaphragm chamber whereby said valves are operated, and a second diaphragm interposed between the two pairs of chambers and acted upon by tliepassage of air through one of said chambers for holding the normally open valve closed when the normally closed valve is open.

5. In a device of the class described, a member having two pairs of communicating chambers, two diaphragm chambers, one being below the lower pair and the other being between the two pairs of chambers, the latter being in communication with one of the chambers of the lower pair, a valve stem mounted concentrically of all of the chambers, two diaphragms, one connected at the extreme lower end and the other intermediate of said stems, two valves one connected at the lower end and the other at the extreme upper end of the stem for controlling the communication between the two respective pairs of chambers, and electromagnetically actuated valve means for controlling the supply and exhaust of a pressure medium to the lower diaphragm whereby the more,

phragm controlled valve stem movable centrally of said superposed chambers, spaced valve members carried by said stem one for each of said superposed chambers, one ofsaid valve members being normally open and the'other normally closed, and means for moving said valve members comprising a diaphragm secured to said stem and casing and provisions for controlling the flow of air to and from said diaphragm.

7 In a device of the class described, a casin; having a pluralitv of chambers including two superposed chambers, a diaphragm controlled valve stem movable centrally of said superposed chambers, spaced valve members carried by said stem one for each of said superposed chambers, one of said valve members being normally open and the other normally closed, and means for moving said valve IHQD'IlJGI'S comprising a diaphragm secured 'tosaid stem and casing and an electron'iagnetically controlled valve for controlling the fiOW of air to and from said diaphragm.

8. A reservoir and brake valve for a train system, comprising a casing, a port in said casing formingthe communicating means between the main reservoir and the cumneers brake valve of the train system, a second port in said casing for t'orminn' the communicating means between the air brake system and atmosphere, a valve stem movable in said casing, a plurality of spaced valvemembcrs on said valve stem. one for ach of said ports, one of said valve members being normally open and the other norvmaily closed, and means for moving said valve IUQII'IlWI'S comprising a diaphragm cured to the valve stem and casino and provisions for controlling the flow of air to and 1' rom said diaphragm.

9. A reservoir and brake valve for a train system. comprising a casing. a port in said casing 'Forniin'r the communicating" means between the main reservoir and the engineo'rs brake. valve of the train system, a second port in said casing for forming the communicating means between the air brake system and atmosphere. a valve stem movable in said casing. a plurality of spaced valve members on said valve stem. one for each of said ports. one of said valve mcmbers bcint normally open and the other normally closed. and mean for moving said Valve members comprising a diaphragm secured to the valve stem and casing and an elcctromagnetically controlled valve for controlling the flow of air to and from said diaphragm for actuating the same, the nor:

mally closed valve being arranged intermediate the diaphragm and the normally open valve. 1

10, A reservoir and brake valve for a train system, comprising a casing, a port in said casing formine the communicating means between the main reservoir and'the engineers brake valve of the train system, a second port in said casing for forming the communicating means between the airbrake system and atmosphere, a valve stem mov: able in said casing, a plurality of spaced valve members on said valve stem, one for eagh of said ports, one of said valve members I belng normally open and the other ncrmally closed, and means for moving said valve members comprising a diaphragm, a i

duct connected to said reservoir, and provisions for controlling the How of air from said reservoir to said diaphragm for actual;- ing the same, the said second port being arranged intermediate the first mentioned port and the diaphragm.

11. A reservoir and brake valve for a train system, comprising a casing, two spaced ports 1n Sfild casing, two valves connected for movement in unison for opening and closing said ports, one valve being normally open and the other normally closed, a diaphragm connected to control the movement of said valves, the normally closed valve being arranged intermediate the diaphragm and the normally open valve and electromagneticallv operated means for controlling the flow of a pressure medium relative to said diaphragm for actuating: the same.

12. A reservoir and brake valve for a train system, comprising a casing, a port in said casing forming the engineers brake valve of the train system, a second port in said casing for forming the communicating means between the main reservoirand the communicating means between the air brake system and atmosphere. two valves connected for movement in unison foro'pening and closing said ports, one valve being normally open and the other normallyclosed, a diaphragm connected to controlthe movement of said valves, the said second port being arranged intermediate the first-mentioned port and the diaphragm and electromagnetically operated valve means for controlling the flow ot a pressure medium relative to said diaphragm for actuating the same.

13. A. reservoir and brake valve for a train system, comprising a casing, a port in said casing forming the communicating means between the main reservoir and the engineers brake valve of the train system,

a second port in said casino for forming" the communicating means between the air brake system and atmosphere, two valves connected for inov'eme'ntin unison for opening and -phragm connected to affect the movement of v closing said ports, one valve being normally said valves, said second diaphragm being ar- 10 open and the other normally closed, a diaranged to be acted upon during the venting phragm connected to control the movement of the air brake system to create a vacuum of said valves, electromagnetically operated in assisting the opening of one of the valves valve means for controlling the flow of a and the closing of the other.

pressure medium relative to said diaphragm In testimony whereof I affix my signature for actuating the same, and a second dia- ALLEN B. KENDALL. 

